Carbureter.



R. B. BENJAMIN.

GARBURETER.

APPLICATION FILED'APR. 17. |913.

Patented Apr. 10, 1917.

LQQLQm wmm REUBEN B. BENJAMIN, OF CHICAGO, ILLINOIS, ASSIGNOR TO :BENJAMIN ELECTRIC MlEGr. COMPANY, OIF CHICAGO, ILLINOIS, A CORPORATION Ol? ILLINOIS.

CABBUBJETER.

Specification of Letters Patent.

Patented Apr., TO, 1917.

Application led April 17, 1913. Serial No. 761,771.

To all 'whom t may concern:

Be it known that T, REUBEN B. BENJAMIN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Tllinois, have invented new and useful Tmprovements in Carbureters, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawing, forming a part of this specication.

My invention relates to improvements in carbureters, and particularly to means for supplying the air thereto.

Tt has for one of its objects to provide means for heating the air supplied to the carbureting chamber of the carbur'eter before it enters said carbureting chamber.

Another of its objects is to automatically maintain the air at a predetermined temperature irrespective of the changes in temperature in the surrounding atmosphere.

Another object of my -invention is to pro- 'vide means whereby the gasolene contained in the float chamber of the carbureter will be heated so that it will more readily vaporize whenccoming in contact with the heated air of the carbureter.

For the purpose of disclosing my invention T have illustrated one embodiment thereof in the accompanying drawings, in which- The figure is a vertical axial section of a carbureter embodying my invention.'

Tn the embodiment of my invention illustrated in the accompanying drawings, T provide a carbureter 1 connected to the manifold 2 of the explosive engine in any suitable and desirable imanner1 and having its air intake port connected by a pipe 3 with the exhaust pipe of the explosive engine.

The carbureter 1 comprises a bottom casting 10 which has formed therein a suitable float chamber 11, and an upper casting 12 which has formed therein a cold air intake 13, a warm air intake 14 which communicates with the pipe 3, the carbureting chamber 15, and a suitable passageway 16 to the manifold of the engine. The float chamber 11 is covered by a flexible diaphragm 17 which is secured in position between the upper casting 12 and the lower casting 10. These two castings are bolted together by bolts such as 18 or other securing means. The diaphragm 17 has extending through its center a valve port which is preferably formedy in a button 19 having a stem passing through the diaphragm and screwing into a hollow nut 20. Surrounding this nut is arranged the float 21 which is provided with a tubular center member 22 connected to the stem 23 of the movable member 24: of the gasolene inlet valve 25. This tubular center 22 is provided with suitable openings 26 through which the gasolene is adapted to escape into and through the port 27. The gasolene is admitted from the storage tank to the float chamber through a pipe 28 having a suitable connection 29 with the bottom of the float chamber, in which connection is arranged a strainer 30, and this pipe 28 through the connection communicates with the float chamber by the inlet valve 25.

Mounted above the diaphragm 17 is a vertically adjustable closure member 31 which at its lower end is provided with a needle valve 32 controlling port 27. This valve closure member has a screw-threaded extension 323L which is screwed through a vertically movable nut 33. Suitable means on the upper end of the extension 32a are provided whereby the re'- lation between the needle valve 32 and the nut 33 may be adjusted. The nut 33 is provided vvith an annular hollow extension 34 which at its lower end is tapered as at 35, thereby forming a valve between it and the shoulders 36. The lower end of this vertically movable controlling member is adapted to control the upward movement of the diaphragm 17, as will be more fully explained hereafter. The lower end of this member is also provided with a plurality of titi transverse slits 37 which permit the passage the exterior air-'through the port 13 and with the heated air supply through the port 1li.v

These ports are controlled respectively by valves 39 and 40, the valve 39 being so arranged on the stem L10a that as the valve 4C() closes the valve 39 .will ope-n. The opening and closing of these valves is controlled by an automatic thermostat 41 secured within the carbureter and in a position whereby it will be aected by the air which enters the mixing chamber. This thermostat comprises a coiled spring formed of two strips of metal having different coelicients of expansion, one end of the spring being connected to the carbureter and the other or free end being connected to an arm 42 connected with the valve 40. The thermostat is so arranged that as it ex ands it will tend to close the valve 40, and) this closing movement of the valve 40 will cause a corresponding opening movement of the valve 39. The thermostat is so adjusted that it will control these valves to cause to be fed to the mixing chamber air tempered to obtain the best results for an explosive engine. It will be seen that if the air which is admitted to the air tempering chamber. 38 begins to get too cool then the contraction of the thermostat 41 will cause the valve 40 to open and at the same time valve 39 to tend to close. Likewise, if the air in the air tempering chamber 38 becomes too hot then thev tendency will be for the thermostat to close the valve 40 and at the same time open the valve 39, thereby shutting off the heated air and admitting 4cool air.

The conduit 16 is rovided with a, relief Valve 43 which is held in closed position by a coiled spring 44. This relief valve is arranged to permit any back fire which may occur or any premature lexpansion which may occur to exhaust itself through this valve rather than pass back and possibly damage the diaphragm 17 of the carbureter. v My improved carbureter is so 'constructed .that it automatically regulates the supply of fuel and the relative' mixing of the air and gasolene. This automatic regulation is dependent upon the speed of the engine. It will be seen that the flexible diaphragm 17 has therein the valve port 27 which. is movable relatively to the needle valve 32, so that as the speed of the engine increases the suction of the engine will increase, thereby tending to raise the diaphragm 17, which will tend to close the port 27, the needle valve being relatively stationary, and thereby cut down the supply of gasolene which is admitted to the engine. Likewise, when the speed of the engine decreases the exible diaphragm 17 will drop back away from the needle valve 32, tendin to open the port 27 to permit an increasedg amount of gasolene to be delivered to the mixing chamber 15. The movement of the diaphragm 17 may be member 34 which is mounted on the lower end of the nut 33. This nut is provided with a large thread and at its upper end is provided with an arm 53, by which it may be rotated by the operator. If it is desired to increase the speed of the engine the arm 53 will be rotated to raise the member 34, thereby moving the needle valve 32 farther away from the port 27 so that the diaphragm will have to rise to a higher point to close the port, and a larger amount of gasolene will then be admitted to the carbureting chamber. At the same time the raising of the controlling member 34 increases the distance between the diaphragm 17 and the end of the member, so that an increased amount of air will be admitted to the mixing chamber. When the controlling member 34 has been raised to its highest position the air will not only be admitted beneath the end of the controlling member, but will also pass into the carbureting chamber through the port 36, which will be open.

It will be noted that due to the fact that the diaphragm forms a comparatively thin partition between the float chamber 11 and the air tempering chamber 38, the heated aiil will also tend to heat the gasolene in the float chamber before it is admitted to the carbureting chamber, thereby causing the gasolene to be more readily vaporized.

Having thus described my invention what I claim as new and desire to secure by Letters Patent is- 1. A carbureter comprising a fuel reservoir, a fuel passage leading therefrom, means including a chamber surrounding said fuel passage for supplying air to said fuel passage, and thermostatic means for regulating the temperature of the air supplied comprising a flexible thermostatic element extending around said fuel passage and located in said chamber.

2. A carbureter comprising a fuel reservoir, a fuel passage leading therefrom, means including a chamber surrounding said passage for supplying air to said fuel passage, and thermostatic means for regulating the temperature of the air supply comprising a flexible thermostatic element located in said chamber.

In witness whereof, I have hereunto subscribed my name in the presence of two wit- W. PERRY HAHN, ANNE SoLoMoN. 

